Rotary fluid-pressure motor.



PATENTED MAR. 7, 1905.

G. J. MURDOGK.

ROTARY FLUID PRESSURE MOTOR.

APPLICATION FILED JULY 7,1903

2 SHEETS-SHEET 1.

WITNESSES: lNVENTUH:

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ATTORNEY.

PM W M No. 784,172. PATENTED MAR. '7, 1905. G. J. MURDOUK.

ROTARY FLUID PRESSURE MOTOR.

APPLICATION FILED JULY 7,1903.

2 SHEETS-SHEET 2.

ATTORNEY.

WITNESSES: INVENTOH: 277, 74 $7 fifiriwwmwgwm% ywmmmwwm BY WMWQ m amw E NlTE - Srrns Patented March *7, 1905.

GEOltfifE JOHN MURDOUK, OF NEWARK, NEW JERSEY.

[ROTARY FLUID PREEESURE llIlUTOFh SPECIFICATION forming part of Letters Patent No. 784,172, dated March '7, 1905.

Application filed July 7, 1903. Serial No. 164,566.

To (LZ/ 'm/mm/ fl um 1 concern:

Be it known that I, Gnonen J OIIN Mow noon, a citizen of the United States, residing at Newark, in the county of Essex and State of New Jersey, have invented and produced new and original, Improvements in Rotary Fluid-Pressure Motors; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to numerals of reference marked thereon, which form a part of this specification.

My invention relates to rotary fluid-pressure motors.

The main objects of my invention are to augment the efficiency of explosion or internal-combustion engines, to conserve the energy remaining in the motive fluid of such engines when exhaust begins, and to muffle effectively the exhaust of such engines without loss of power or back pressure in the motor.

Other objects of my invention are to improve the efficiency of rotary fluid-pressure motors, and particularly rotary motors intended to be operated by gaseous products of combustion, such as the exhaust-gases of an explosion-engine, to cause the motor to expand efficiently and muffle the motive fluid when supplied to the motor in successive charges, and to make the motor simple, easy to construct, and reliable.

My invention tl'iere'fore cmnprises improvements in rotary fluid-pressure motors, and particularly that type thereof adapted to be operated by exhaust-gases from an explosion. or internal-combustion engine.

The motor hereinafter described particularly intended not only to render effective a large proportion of the energy remaining in. the exhaust of explosion or internal-combustion engines, but to act as a muffler for such engines and to be connected to the main or crank shafts of such engin es.

With the foregoing general statement of the objects of my invention the details which enter into the same will hereinafter be set forth at large in the specification and described in the appended claims.

In the accompanying d rawings,which ill ust'rate the invention in its application to an automobile-vehicle, and without reference to the intricacies of detail construction already well known in the art and embodied in the working machine from which the drawings were made, Figure 1 is a detailed side elevation of my invention, the same being partly in vertical section. Fig. 2 is a plan view of the same. Fig. 3 is a side elevation of the chassis of a rrmd-vehicle upon which is mounted a two-cylinder combustion-engine and a supplemental engine connected with a common main shaft and operating in accordance with my invention. Fig. 41- is a plan view of the parts indicated in Fig. 3.

In Fig. 3 l: have shown in place upon. the frame of a vehicle a conventional explosion or internal-eo1nbustion engine of the type commonly termed a gas-engine. Numerals 13 designate the cylinders of such engine, and numeral 17 the main shaft thereof. 1 do not deem it necessary to describe the engine specifically or to illustrate in detail the construction thereof, as the c mstruction and manner of operation of such engines is well known In ordinary gas-engines the exploded fluid after having performed its functions within the cylinder .13 in consequence of its primary expansion is allowed to escape or exhaust either directly or through a special device, termed a muffle! into theatmosphere. The noise from the nnmu'flled exhaust is so great and annoying that means for to some extent overcoming it have been commonly adopted, in all of which, to the best of my knowledge, if the noise is practically abolished there is what is technically known as a setback or revulsion upon the piston or pistons of the primary engine, thus destroying more or less of the power generated by the explosion of the driving fluid behind the primary piston.

By my present invention the residual energy of the exploded gas or fluid in the prinmry engine 13 is conserved, and the exhaust product is employed to drive a secondary or auxiliary engine which not only uses the power of the exhaust of the primary engine. but

silences the noise from the said exhaust as ICU well or better than the mufflers heretofore used and without producing the setback on the primary pistons above referred to and the consequent material destruction of power.

One form of rotary fluid-pressure motor embodying my invention and adapted to serve as a secondary motor to an explosionengine of the ordinary type and to conserve the energy in and muffle the exhaust thereof is illustrated in Figs. 1 and 2. The said motor comprises a rotary member or wheel 16 and an inclosing casing comprising a peripheral ring 251 and side plates or heads 252, suitably connected thereto. On one side, preferably that next to the primary engine, said casing is flanged near the center of one head, as at 26, said flange 26 being coincident with one cast upon the journal-bearing support of the primary engine, the two being securely held together by bolts (not shown) passing through holes in the flange 26 and in the one on the primary engine or in any mechanical manner. The peripheral part of the casing is of such construction as to inclose the wheel 16 on all sides rather closely, but permitting it to rotate freely therein and preferably permitting a free flow of gas between said wheel and casing. On one side of said peripheral part said casing is provided with an induction-port 27, which is preferably broadened at its inner end 39 to the full width of the wheel 16 for a purpose that will be hereinafter explained. I have found it advisable, in order that the best results may be obtained from the use of the secondary motor, to allow the exhaust from the primary engine to partially expand after leaving the primary engine and before passing through the port 27. To secure this expansion, I provide the crossover-pipe 14, which, together with the necessary elbows and the flattened induction-port heretofore referred to, will allow of suflicient space and distance of movement for my purpose. The area of the rectangular slit 271, near where said induction-port 27 opens into the casing, is equal to the area of the pipe 14, leading from the primary engine to said casing, and besides its function of facilitating the rapid expansion of the exhaustgases from the primary engine also directs the'exhaust fluid against the blades or vanes 40 on the periphery of the Wheel 16 in the peculiar manner necessary to utilize the continued expansion of said exhaust after it enters the casing 25 of the auxiliary engine.

A portion of the interior wall of the peripheral' part of the casing 25 is provided with a series of transverse blade-like partitions 30, adjacent to the port 27, and the faces of said blades are parallel with the faces of the blades 40 on the wheel 16 when in coincidence. Said wheel 16 is secured to the main or crank shaft 17 of the primary engine, as heretofore indicated, and assumptively rotatmg 1n the direction of the arrow drawn thereon. Near the periphery of the wheel 16 the rectangular slit in the port 27 is enlarged, as at 39, the object of which is to prevent the outer edges of the blades 10 from even momentarily closing the port 27 at the instant the exhaust from the primary engine reaches the said port and producing a set back on the piston of said primary engine. The casing 25 is provided at its lowest point with an outlet nipple or opening 35, that will permit water, which under certain conditions will condense in said case, to flow out. At a point nearly diametrically opposite the induction-port 27 the said casing is enlarged in diameter, as indicated at 32, and a chamber 33 is formed in the enlargement leading into the final exit 31 for the spent gases. The oflice performed by the chamber 33 is to prevent dragging of the spent gases past the said final outlet 31 by the rapid rotation of the wheel 16-. The area of the final outlet 31 is about one-third greater than that of the induction-port 27, which increase of area has been found to contribute to the silent educ tion of the spent gases from the casing 25 to the atmosphere.

It has been heretofore stated in general terms that the wheel 16 is provided with blades 40, cast thereon. These blades are arranged in two oppositely-projecting and interprojecting series, each blade projecting from one side of the wheel nearly to the opposite side of the wheel and alternate blades projecting in opposite directions, thus forming in the periphery of the wheel a zigzag passage. In the particular rotary motor shown the sides of this zigzag passage are formed by side flanges 46, with which the blades are cast integrally. The bottom of this zigzag passage is the rim 47 of the wheel. This rim, as shown, may be somewhat heavy, and so may serve as the fly-wheel of the primary engine.

The bottoms 44 of the chambers 34 at the aforesaid annular base are rounded for a purpose which will hereinafter be stated. I have found in practice that the best results areobtained by carrying the exhaust from the primary engine around the wheel 16 about half its diameter, thus bringing the induction and eduction ports in the casing 25 at nearly diametrically-opposite points on the periphery of said casin but a small variation in this is not material so far as the power-producing capabilities of my invention are concerned. In order to prevent vibration of the heads 252 from the impact of the primary exhaust-stroke, I provide them with radial ribs, as indicated at 38, which serve to strengthen said'heads and prevent any noise therefrom without making them unduly heavy.

Having described my invention in its constructional features, which may be varied as circumstances require without departing fronrthe spirit thereof, I'will now describe its operation and peculiar advantages, which have not heretofore been mentioned in this specification.

It being assumed for the purposes of this specification that the primary engine 13 is in. motion the action which takes place and its relation to my'invention is as follows: The initial explosion having taken place through the agency of an electric spark or other suitable means, the compressed explosive fluid on taking fire expands to .many times its original volume andv continues to expand after having forced the piston to the end of its travel. in its passage through the pipe 14 to the induction-port 27 of the auxiliary engine. 1 have stated above that the necessity exists for allowing the exhaust of the primary engine to continue its expansion for an appreeiable space of time before entering the auxiliary engine. The basis of the aforesaid necessity is the fact that the impact of the rarelied and light exploded mixture .immediately after it issues from the exhaust-valve of the primary engine is so quick and sharp that be fore wheel 16 can respond to the blow thus de- 'livered the exhausted contents of the primary cylinder have passed around the wheel of the auxiliary engine, aided by its rotation and the passages connecting the peripheral. chambers thereon, without exerting full power on said wheel and issue at the eduction-port 3] with a noise little diminished from what would be heard if said exhaust were to pass through a straight pipe of equal length, the aforesaid noise being caused by the capability to expand after reaching the atmosphere. This I avoid by retarding solinewhat the flow of the exhaust-gases in their passage from the primary motor to the secondary motor, the bends in the pipe 14, through which the said gases pass to the secondary motor, retarding such gases sufficiently for this purpose. It is a well-knownv fact that in gasengines after each exhaust from the primary engine vacuum is formed in the exhaust-pipe between the outer end of the exhaust pipe and the ex haustvalve upon the inner end of said pipe next to the cylinder. The same is true with respect to the outflow and inflow of gases through the discharge-port 31 of the casing of my improved rotary motor. Since the exhaust-gasfrom the primary engine comes to the secondary motor in successive pulses or puffs, such gas tends to issue from the port 31 in. corresponding, though. considerably retarded, pulses or puffs. The gas so issuing creates a partial vacuum in the casing of the rotarymotor and the pipe 14-, leading thereto, and after each pull of gas issues air rushes in from the outside. The inrushing air containing more or less moisture is carried around with the wheel and meets the next succeeding charge of exhausted gases from the cylinder in the pipe 14-, and the mlxture of said moist air. and highly-heated gas enormously expands the mixture, increasing both its bulk and specific gravity, so that when it strikes the blades upon the wheel its impact thereon is greatly augmented. The exhaust gas from the primary motor issuing through the opening 271 strikes one of the blades l0 and then flows through the zigzag passage formed by the said blades through the exhaust-port 3i of the casing, in'iparting motion as it does so to the said blades and to the wheel 16. The gas when it impinges upon the blades 40 is also deflected outward to some extent, striking the reaction-blades 30 of the casing. These reaction-blades 8U serve, in con j u nction with. the blades 40 on the wheel 16, to render available a portion of the energy due to ex pension of the exhaust-gases after entering the ind uction-port 27, and thus assist in mu iling the exhaust of the engine.

TVhen. the exhaust enters the secondary or auxiliary engine through the port 417, it does so in a line parallel to the longitudinal axis of said induction-port. The angle at which. the iiuluction-port is attached to the casing 25 is such that the aforesaid line intersects the blades 40 at about 45 in Fig. 1 or about midway between the rounded bottom of the annular base of said blades and the peripheral interior of the c lindrical casin 25 so that when the exhaust, following the axial line of the induction-port, strikes the blades upon the wheel it assumes a rotary motion toward the center of the aforesaid wheel and following the bottom 44- and rear wall of the next succeeding blade enters the chambers 29 and. abuts against the transverse partitions 30 upon the interior of the casing and in the subsequent reaction from said partitions again strikes the following blades upon the wheel. It will be understood that while this action is taking place the exhaust-gases are rapidly expanding, and the force thus exerted between the abutting transverse parti tions and the blades tends toforce the wheel in the direction indicated by the arrow and adds materially to the power exerted on the shaft 17.

It has been stated lmretofore in this speciiication that any effort to interfere with the free passage of the exhaust from the primary cylinder to the outer atmosphere, as by a muffler or similar device ordinarily constructed, is accompanied with a loss of power. it is a fact well known to those vcrsed in the art that any attempt to exhaust into a closed storage-chamber from which said exhaust cannot immed i ately issue is fatal to operation. l\"lufilers as heretofore constructed partake more or less of this character. in my invention, as expansion of the exhaust is nearly or entirely effected before it issues from the final eduction-port, I am enabled to and do provide a clear passage around the wheel from. the port 27 to the port 31 equal to or larger in area than the interior of the pipe which connects the primary engine with the auxiliary and conveys the exhaust-gases from the first to the second. The heat which was contained in the exhaust'of the primary engine previous to its introduction to the auxiliary engine having been converted into power in the said auxiliary disappears, and the spent gases appearing at the eductionport 31 and also the casing 25 have a temperature very little above that of the surrounding atmosphere. It is well known that much of the vibration of gas-engines is produced by the sudden release of strain upon the connecting-rod between the piston and crank. My invention introduces a valuable element in this connection, for at the moment when the aforesaid strain is released on the piston and the parts driven by it the escaping exhaust strikes the wheel 16 of the auxiliary engine, which also is the fly-wheel of the primary, thus equalizing the strain and .conducing to a steadiness in operation hitherto unattainable in this class of engines, which, together with absence of heat and noise, with simplification of parts and improved appearance, render my invention particularly adapted to road-vehicles, in connection with one of which I have described it herein.

l/Vhen I employ my auxiliary and primary motors connected together and operating as above described in connection with an automobile or other horseless vehicle having axles 11, wheels 12, and motors 13 15, operating in connection with the main shaft 17, and the said main shaft being connected by a suitable power-transmitting means with the axles and wheels, it will be evident that the rotary wheel 16, which is ordinarily of considerable size and weight, serves as a fly-wheel.

Having thus described the invention,what I claim as new is- 1. The combination with a casing, of a wheel inclosed-therein having upon its periphery a zigzag passage the runs of which cross the periphery of the wheel, said casing provided with means for projecting fluid in motion into such passage, and said passage open at the periphery to receive such fluid.

2. The combination with a casing, of a wheel inclosed therein having two sets of blades projecting partly across its periphery and in opposite directions, the blades of one series projecting between blades of the other series and forming therewith a zigzag passage; said casing provided with means for projecting fluid in motion into such passage.

The combination with a casing, of a wheel inclosed therein having two sets of blades rearwardly inclined with respect to the direction of rotation of the wheel and oppositely projecting and interprojecting with respect to each other, and forming a zigzag passage; said casing provided with means for projecting fluid in motion into such passage.

4. The combination with a casing having induction and exhaust openings, of a'wheel within said casing having in it a zigzag channel forming a tortuous passage connecting said openings, the portions of said channel which are transverse to the plane of rotation of said wheel being rearwardly inclined with respect to the direction of rotation thereof.

5. The combination with a casing, of a wheel inclosed therein having on its periphery two sets of blades rearwardly inclined with respect to the direction of rotation of the wheel and oppositely projecting and interprojecting with respect to each other, and forming a zigzag passage; said casing pro vided with means for projecting fluid in motion into such passage.

6. The combination with a casing having induction and exhaust openings, of a wheel within said casing having within its periphery a zigzag channel forming a tortuous passage connecting said openings, said channel being open at the periphery of the wheel to receive and discharge motive fluid, the runs of said passage crossing the periphery'of the wheel.

7. The combination with a casing having induction and exhaust openings, of a wheel within said casing having in its periphery a zigzag channel forming a tortuous passage connecting said openings, the portions of said channel-which are transverse to the plane of rotation of said wheel being rearwardly inclined with respect to the direction of rotation thereof.

8. The combination with a casing, of a wheel inclosed therein having two sets of blades oppositely projecting and interprojecting with respect to each other, and forming a zigzag passage; said casing provided with means for projecting fluid in motion into such passage and with reaction-blades adapted to coact with the said blades of the wheel.

9. The combination with a casing having induction and exhaust openings, of a wheel within said casing having in it a zigzag channel forming a tortuous passage connecting said openings; said casing having also reaction-blades arranged to coact with the walls of said passage in the propulsion of the wheel.

10. The combination with a casing, of a wheel inclosed therein having two sets of blades rearwardly inclined with respect to the direction of rotation of the wheel and oppositely projecting and interprojecting with respect to each other, and forming a zigzag passage; said casing provided with means for projecting fluid in motion into such passage and with forwardly-inclined reaction-blades adapted to coact with the blades of said wheel in-the propulsion of the wheel.

11. The combination with a casing having induction and exhaust openings, of a wheel. within said casing having within its peripl'icry a zigzag channel forming a tortuous passage connecting said openings, said channel being open at the periphery of the wheel to receive and discharge motive fluid, the runs of said passage crossing the periphery of the wheel, and said casing having forwardly-inclined reaction-blades arranged to coaet with the walls of said. passage in the propulsion. oi' the wheel.

1.2. The combination with a casing having induction and exhaust openings, of a Wheel within said casing having in it a zigzag ehannel forming a tortuous passage connecting said openings, the portions of said channel which are transverse to the plane of rotation of said wheel being rearwardly inclined with respect to the direction of rotation thereof; and said casing having forwardly-inclined reaction-blades arranged to coact with the walls of said passage in the propulsion oi" the wheel.

13. In an engine, the combination with a casing, of a wheel arranged. .in said casing and having at its periphery a series of partitions which extend from the opposite sides of said wheel. inward across the central plane of said wheel perpendicular to the axis thereof, one partition extending inward across said plane from one side and the next in order projecting inward from the opposite side, alternating passages or openings being formed, one at one side of said wheel and the next in or der at the opposite side of the said wheel, to prevent a direct flow of motive fluid in the direction of said central plane, substantially as set forth.

14. In an engine, the casing having inlet and exhaust passages, and a wheel having at its periphery a series of partitions, each partition extending transversely across the periphery of the wheel and having an opening tl'ierethrough, the opening of one partition being out of alinenient with the opening in the partition next in order in the series, said parts being combined substantially as set :l'orth.

15. In an engine the motive-wheel herein described having at its periphery webs or flanges at the opposite sides oi. said wheel and between said. webs or flanges transverse partitions forming peripherally-open chan1- bers which. are each provided with openings of eonnnunication from one chamber to the next in order, said series of openings being out of direct alinemcnt, substantially as set forth.

16. In an engine, the motive wheel herein described, having at its periphery webs or flanges extending aroundthe wheel at its opposite sides and between said. webs or flanges having two series of transverse rearwardlyinclined partitions with openings therethrough for the motive fluid.

17. In an engine, the motive wheel herein. described, having at its periphery webs or flanges extending around the wheel at its opposite sides and between said webs or flanges having transverse partitions with openings therethrough for the motive fluid, said openings being alternately on opposite sides of the wheel, and said partitions and webs or flanges forming a periphorally-open zigzag passage.

18. In a rotary motor, the combination of the casing and the rotary wheel arranged therein, said wheel having at its periphery a series of partitions, each partition extending transversely across the periphery of the wheel and having an. opening thcrethrough, the opening of one partition being out of alinement with the opening of the partition next in order in the series, said casing having inlet and exhaust ports, the former having a length substantially that of the partitions and having a breadth greater than that oi said partitions, whereby blocking of said. inletport during the passage of a partition across the same is avoided.

1.). In a rotary motor, the combination of the casing and. the wheel arranged therein and having its periphery in close proximity to the casing, said casing provided with an. inlet-port arranged to project motive fluid against the periphery of said wheel and an outlet-port arranged to receive such motive fluid from the periphery of said wheel, said. wheel having a zigzag passage formed in its periphery and adapted to connect said inlet and outlet ports, the wall of the casing being recessed in the vicinity of the outlet-port to afl'ord opportunity for escape of the motive fluid'troin such zigzag passage into the outlet.

In testimony that I claim the foregoing l. have hereunto set my hand this 6th day o'l July, 1903.

GEORGE JOHN l ."I UR[l )()(lK. lVitnesses:

CHARLES Ill PE'LL, Russnnr. M. Evnniirnr. 

